CN101492048A - 用于控制机动车辆动力系统的系统 - Google Patents
用于控制机动车辆动力系统的系统 Download PDFInfo
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- B60W30/18—Propelling the vehicle
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Abstract
本发明公开了一种用于控制机动车辆动力系统的系统,其中,在确定插电式混合动力电动车辆的动力系统运转模式时使用预计的车辆将要遇到的环境状况作为的输入。如果预计车辆将遇到需要允许车辆更快地响应突然的扭矩要求的环境,则以电量消耗模式运转的车辆可转换成以电量维持模式运转。
Description
技术领域
本发明涉及用于控制机动车辆动力系统的方法及系统。
背景技术
插电式混合动力电动车辆可装备有内燃发动机和能量存储能力很强的电池。可运转这种车辆以最大化使用这种存储能量的能力。例如,电池可专门供应动力以使车辆移动。
可从常规的电源对插电式混合动力电动车辆的电池充电。例如,可将这种车辆连接到家用电源插座。
发明内容
本发明的实施例可采用用于控制机动车辆动力系统的方法或系统的形式。该方法包括确定车辆的预计位置并基于该车辆预计位置确定预计的环境信息。该方法还包括如果预计的环境信息达不到第一预定指标,则要求电量维持模式。该系统包括至少一个被配置为用于实施上述方法的控制器。
尽管说明并公开了依照本发明的示例性实施例,这些公开不应解释为限制权利要求。可以预见可做出多种修改与替代设计而不脱离本发明的保护范围。
附图说明
图1为示例性插电式混合动力电动车辆的示意图。
图2为插电式混合动力电动车辆的电池的荷电状态相对于时间的示例性图表。
图3为用于控制电池的示例性方法的流程图。
图4为用于确定道路状况的示例性方法的流程图。
图5为图1的控制器采用的示例性控制模块的示意图。
图6为图1的控制器采用的示例性控制模块的另一示意图。
图7为图1的车辆的示例性当前位置与预计位置的示意图。
具体实施方式
本发明实施例可在确定电池使用策略中考虑到巡航信息的使用。例如,如果车辆在限速低的道路上,车辆可以电量消耗模式运转。如果车辆接近限速高的道路,则车辆可转换为以电量维持模式运转。类似地,如果车辆接近相当陡的坡度,则车辆可转换为以电量维持模式运转。相反,如果预计车辆将进入安静或零排放区域(例如医院区域、居民区),则车辆可继续以电量消耗模式运转。如果例如电池的荷电状态下滑到阈值之下,则可停止电量消耗模式。相比于非安静区域该阈值在安静区域可以更低。
又例如,如果车辆在限速高的道路上,则车辆可以电量维持模式运转。如果车辆接近限速低的道路,由于转入限速低的道路的可能性可能较低,车辆可继续以电量维持模式运行。
图1为示例性插电式混合动力电动车辆10的示意图。在图1的实施例中,车辆10包括控制器12(例如电池控制模块、发动机控制模块、车辆控制模块等)、电池14、马达15、发动机16和车轮18。车辆10还包括导航系统19、全球定位卫星(GPS)传感器20和速度传感器21。车辆10进一步包括与电池14电连接的插头22。在可替代实施例中,可以缺少上述元件中的一些(例如速度传感器21等)。
导航系统19提供了车辆10周围环境的信息。例如,导航系统19可以提供车辆10附近道路的坐标、道路类型、道路级别和限速信息。导航系统19还可提供关于车辆10附近的建筑物(例如住宅建筑、医院、图书馆等)的坐标和信息。因此,导航系统19可提供典型的导航系统中任何通常可用的信息。
在图1的实施例中,电池14存储能量并如双线所指示地向马达15提供电能。如粗线所指示,马达15将该电能转换为机械能以移动车轮18。如双线所指示,可用从电插座24接收的电能对电池14充电。如粗线所指示,发动机16提供机械能以通过车轮18移动车辆10。电池14、发动机16或二者均可提供能量以移动车轮18。
在本示例中,电池14和发动机16由控制器12控制。如单线所指示,可包括微处理器的控制器12通过控制局域网(CAN)与电池14、发动机16、GPS传感器20、速度传感器21和插头22连通。在可替代实施例中,控制器12可以为一个或多个控制器以组织起来共同实施本发明描述的方法,并且可通过硬连线、无线或它们的任意组合相连通。如下所解释,控制器12可基于车辆10的运转参数、车辆10的当前位置和车辆10的预计位置来控制电池14和发动机16。
图2为插电式混合动力电动车辆的电池的荷电状态相对于时间的示例性图表。插电式混合动力电动车辆的电池可经历电量消耗阶段和电量维持阶段。与电量消耗模式相比,在电量维持模式时用于发动机启动的能量阈值可较低。例如,在电量维持模式时发动机起动阈值可为10kW,而在电量消耗模式时发动机起动阈值为30kW。因此,与电量消耗模式相比,在电量维持模式时发动机可更频繁地启动。结果,在电量消耗模式下运转车辆可增加燃料经济性,而在电量维持模式下运转车辆可使得车辆可以更快地响应突然的扭矩需求。
图3为用于控制电池的示例性方法的流程图。在步骤26,进入电量维持模式。例如,在车辆起动时,可默认进入电量维持模式。这样,发动机可以开启或不开启。
在步骤28,检查车辆的运转参数以确定是否可以进入电量消耗模式。如果不可以,该策略返回步骤28。如果可以,作出电量消耗模式的请求,例如将电池控制标示设为1,且策略前进至步骤30。例如,如果电池14的荷电状态低于40%(参见图2),不作出电量消耗模式的请求。
在步骤30,检查当前环境状况以确定是否可以进入电量消耗模式。如果不可以,该策略返回步骤28。如果可以,作出电量消耗模式的请求且策略前进至步骤32。
例如,导航系统19和GPS传感器20提供了当前车辆位置(例如坐标数据)以及基于当前车辆位置的当前道路类型信息(例如未修缮的道路)。也可基于当前车辆位置提供其它环境信息,例如人口密度等。在本示例中,查询控制器存储器中的查值表(例如表1)以基于当前环境状况(例如道路类型信息)确定电量消耗模式是否合适。
表1
道路类型 | 建议模式 |
未修缮道路 | 电量消耗 |
铺设道路 | 电量消耗 |
高速路 | 电量维持 |
对表1的查询表明,对未修缮道路,建议使用电量消耗模式。在这种环境下,可作出电量消耗模式的请求。
在步骤32,检查预计的环境状况(例如预计的道路状况)以确定是否可以进入电量消耗模式。如果不可以,策略返回步骤28。如果可以,作出电量消耗模式的请求且策略前进至步骤44。
图4为存储在存储器中的用于确定预计的道路状况的示例性方法的流程图。可使用该方法与类似方法以确定其它预计的环境状况(例如安静区域等)。在步骤34,确定车辆10的当前位置。在步骤36,确定车辆10的运行方向。在步骤38,确定预计的交叉道路。
图5为控制器12采用的示例性控制模块40的示意图。将来自GPS传感器的在时刻t0与t1时的GPS坐标输入控制模块40。控制模块40使用该位置与时间数据以通过例如评估相对于时间改变的位置改变来计算速度矢量。例如,使用标准x-y坐标系,如果车辆10在时刻t0的位置为(0,0)且车辆10在时刻t1的位置为(1,1),则在(1,1)方向上运行。这种或其它种计算可例如每100毫秒执行一次。
图6为控制器12采用的示例性控制模块42的示意图。将当前位置、运动方向和来自速度传感器21的车辆速度输入控制模块42。时间增量例如5秒也被输入控制模块42。给定这些输入,控制模块42能够预测车辆10在经过时间增量后的预计的位置。例如,使用标准x-y坐标系,如果车辆10的当前位置为(1,1),运动方向在(1,0)方向上,车辆速度为每秒1个单位,且时间增量为5秒,则经过该时间增量后,车辆10的预计位置为(6,1)。
参考图3,在步骤44,例如已经设定了来自步骤28、30、32的标示,且进入电量消耗模式。策略随后返回步骤28并重复该程序。如果在该程序中步骤28、30、32的任一输出为否,则进入电量维持模式。在其它示例中,如果步骤28、30、32的任两个输出为否,则可进入电量维持模式。也有可能是其它策略。
图7为车辆的示例性当前位置10和车辆的示例性预计位置10′的示意图。在图7的示例中,来自导航系统19的信息(例如道路的地理坐标数据和与车辆10路线相关的地理坐标数据)指示在车辆10附近有三条交叉道路,且指示在时间增加期间可能遇到其中两条交叉道路。在图7的示例中,查询查值表(例如表1)以基于预计的交叉道路类型信息来确定电量消耗模式是否合适。在本示例中,预计车辆10将遇到未修缮道路和铺设道路。这样,表1建议电量消耗模式是合适的并因此作出电量消耗模式的请求。相反,如果预计车辆10将遇到未修缮道路和高速路,控制策略可能会偏向电量维持模式,这样作出电量维持模式请求。
可使用类似于参考图7的描述的程序以确定例如时间增量(例如7秒)已经过去后车辆10是否可能在医院附近。例如,可检查车辆10的预计位置周围半径100米的区域内的地理坐标数据来用于确认医院的存在。如果医院落在半径内,则可作出电量消耗模式请求。
如上所述,如果使用多个指标例如道路类型、级别和区域信息来评估的预计的环境,控制策略可偏向有利于电量维持模式,这样,如果任一指标建议电量维持模式,则可作出电量维持模式请求,例如将电池控制标示设为零。可替代地,控制策略也可偏向有利于电量维持模式,这样,如果预定数目(例如两个)的指标建议电量维持模式,则可作出电量维持模式请求。也有可能为其它的策略。
尽管已经说明并描述了本发明实施例,其并非意味着这些实施例说明并描述了本发明所有可能的形式。更确切地,本说明书中使用的词语为描述性词语而非限制性,且应理解可做出多种改变而不脱离本发明的实质与范围。
Claims (8)
1、一种用于控制机动车辆动力系统的系统,其中所述动力系统具有电量维持模式和电量消耗模式,该系统包含:
至少一个控制器,被配置为用于确定车辆的预计位置、基于所述车辆的预计位置确定预计的环境信息、以及如果所述预计的环境信息达不到第一预定指标则请求所述电量维持模式,由此控制动力系统。
2、根据权利要求1所述的系统,其特征在于,所述至少一个控制器进一步被配置为用于确定车辆的当前位置,其中,所述车辆的预计位置基于所述当前位置。
3、根据权利要求1所述的系统,其特征在于,所述至少一个控制器进一步被配置为用于在确定所述车辆的预计位置时确定所述车辆的运行方向。
4、根据权利要求1所述的系统,其特征在于,所述至少一个控制器进一步被配置为用于如果所述预计环境信息达到第一预定指标则请求所述电量消耗模式,从而控制所述动力系统。
5、根据权利要求1所述的系统,其特征在于,所述至少一个控制器进一步被配置为用于评估所述车辆的运转参数,并且如果所述运转参数达不到第二预定指标,则请求所述电量维持模式。
6、根据权利要求5所述的系统,其特征在于,所述至少一个控制器进一步被配置为用于如果所述运转参数达到第二预定指标则请求所述电量消耗模式。
7、根据权利要求2所述的系统,其特征在于,所述至少一个控制器进一步被配置为用于基于所述车辆的所述当前位置确定当前环境状况,并且如果所述当前环境状况达不到第三预定指标,则请求所述电量维持模式。
8、根据权利要求7所述的系统,其特征在于,所述至少一个控制器进一步被配置为用于如果所述当前环境状况达到第三预定指标,则请求所述电量消耗模式。
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